Ride stabilizer



Feb. 20, 1940. J. l.. MoHuN E1' Al.

RIDE STABILIZER Filed OOt. 5, 1956 5 Sheets-Sheet 1 Feb.'20, 1940. J. l.. Mol-MNy Er AL RIDE sTABxLIzER Filed oct. 3, 1956 5 sheets-sheet 2 Feb. 20, 1940. J. l.. MoHuN ET AL 2,190,728

l RIDE STABILIZER Filed OCT.. 5, 1936 5 SheetS-Sheet 3 m66@ hw mw N m uw Y Feb. 20, 1940. J. l.. MOHUN Er AL RIDE STABILIZER Filed Oct. 3. 1936 5 Sheets-Sheet 4 f7" W YT@ Si nosing, track irregularities, etc.

I2-I2 of Fig. 10 showing a preferred means for suspending the spring plank from the transoms. A preferred form of the invention hasbeen shown in the drawings and will be described for the purpose of complying with section 4888 of.

theRevised Statutes,but it will be understood that the appended claims are not limited to the spe cific disclosure but should be construed as broadly as the prior art will permit.

In general there are three types of undesirable truck motion which may be transmitted to the car body, and consequently should be suppressed if possible. These three type of motion are vertical motion caused by high and low spots in the track, lateral motion caused by irregularities in track alignment and surface, and last, longitudinal movement which may result from truck Together, these various types of motion produce objectionable vibration.

Conventional trucks are ydesigned to absorb vertical shocks by mounting the truck bolster on a spring plank suspended by swing hangers from the truck frame, the latter in turn being resiliently supported on the journal boxes associated with the axles. The present invention is not particularly concerned with this type of vtruck movement.

In swing motion trucks of conventional design, lateral forcesapplied to the truck frame are theoretically changed to vertical forces by the suspension of the truck bolster on the truck frame. In some cases, resilient buffers have been interposed betweenthe truck frame and the ends oi the truck bolster in order to cushion lateral movement of the bolster relative to rthe truck frame. The objection to this arrangement, as will be seen later, is that the car body acts directly as the reacting force, and, as a result, lateral movement of the car truck is necessarily transmitted to theA car body.

'I'he conventional car truck makes little, if any,

provision for absorbing longitudinal forces applied to the truck frame, although in some isolated cases, the chang plates between the truck transoms and the truck bolster have been resiliently backed. y

The present invention concerns itself primarily with the lateral and longitudinal forces 4which act on the truckr frame and the broad purpose of the invention is to absorb these iorces'su'fciently to prevent undesirable car body movement. This is done by having the forces act on a ride stabilizer in such a way that by the time the forces are transmitted to the car body, they are of such form and magnitude vthat undesirable car body movement is avoided. Preferably,

, though not necessarily, the ride4 stabilizer is combined with some form of tight coupling means, for the two arev capable of cooperating to give smooth train operation. i i

The invention also concerns itself with train movement as a whole, for the stabilizer device serves to stiffen the entire train and make it act as a semi-rigid, resiliently yieldable body. This stabilizingaction of the train makes for safer operation at high speeds, both on tangent track and on curves, and greatly improves the riding qualities of the several cars.

Throughout this specification, attempts will II-II of Fig. 10 showing in detail the volute be made to explain the scientic principles which are believed to underlie the invention, but it will be understood that these explanations are to be construed not as dening a mode of operation, but merelyas possible reasons for the advantageous results which come from the use of this invention.

Referring now to Fig. 1, the invention is shown applied to the adjacent ends of a pair of car 4.bodies It and II which are mounted on trucks I2 and I3,`respective1y. Each truck is provided with a bolster I which is resiliently supported in the usual manner on journal'boxes through full elv-liptical springs, spring planks and swing hangers. A suitable truck is illustrated and described in Railway Mechanical Engineer, December, 1921, pp. 758-759 and the disclosure of that publication may be considered as supplementing the disclosure here. However, for reasons which will later appear, a special type of swing hanger is employed and greater clearance is preferably provided between the truck bolster and the transoms (in which case the chang plates are resiliently backed in any suitable manner) so that braking forces (and traction forces in the case or" a motor truck) are transmitted directly through the transoms and truck bolster, whereas undesirable longitudinal truck vibration or movement is resiliently resisted by the stabilizer of this invention.

n The complementary portions of the stabilizer and coupling device for the abutting car bodies are identical on each car end, so -for the purpose of "description, the equipment on one car only will be described.

Ihe combination stabilizer and coupler consists broadly of a vcoupling device generally indicated at Iii having a projection extending longitudinally of the car body in the form of a coupler shank 2i! and terminating ina ball and socket joint 2l anchored to the car body by some appropriate means Z3, as shown in Fig. 5, and a stabilizing rigging generally designated 24 resil` iently secured to the truck at 26, 44 and 45. The rigging cooperates with the coupling device through a T member 25. The face 28A of the coupling device IS is urged against the complementary face -of the device on the abutting car by resilient buff means generally indicated at 29 extending between the coupling device and the car body.

More specically, the combination stabilizer and coupler consists of the coupling device I9 which comprises a lfacing plate 30 surrounding a coupler casting SI and the coupler shank 2U extending longitudinally of the car body and terminating in the ball and socket joint ZI, and the stabilizing rigging which cooperates with the coupling device I9 to transmit shocks received by the car truck to the coupling device. Bui means 29 serve to urge together the complementary faces 28 of the coupling devices of abutting cars, and each consists of an arm I5 pivoted tothe coupling device I9 at I6, a pair of spring seats Il and I8, the former being secured to the arm I5 and the latter being secured to the car body at 22, and a buff spring 32, surrounding the free end ofthe arm I5. The spring 32 is under an initial compression, so that the two buff means on each car end serve not only as auxiliary draft gears and shock absorbers, but also serve to center the couplers when the cars are uncoupled.

The facing plate extends rearwardly of the ball and socket joint and is provided. with a recess a part of the stabilizing rigging 24.

The stabilizing rigging comprises a head '21 of the T memberwhich isyieldingly secured to the prises a transverse member 5l) extending from,`

and secured to, the end 5l .of the levers 40 and terminating at the pivot 'point y2li, Vand a pair of'longitudinal members 52 and 153 at right angles to the transverse member '5t and secured to the truck frame atthe pivot points `all! and k=l5,`re

spectively.

The transverse memberst comprises a pin G pivoted to the lever it at 5l, a collar 2`adaptedto receive the pin and a spring 53 adapted to t over the end of the pin Eil and seat itself against the .collar 62. The spring v@t is anchored to thepivot point 2t and when 'assembled is placed under an initial compression.

The .longitudinal members 52 and 53 each. coinprise .a pin fill supporting a. spring' seat member 55.,.:a spring ,t adapted to nt over the end of the pin EM, .and .a spring'sea't member 6l 'pivoted to the truck frame at fill and adapted to receive the other` end of the spring t6. The springs 5G are .likewiseplaced under an initial compression.

The T member 2E is' resiliently secured to the rearward extension of the facing plate 30, as shown in Fig. 5,. and consists of the head 2l and a plunger 6ft yadapted to be received by a cylinder 69.1 The plunger is .provided with an annu:- larlange lll, the outside diameter .of which approximates the inside diameter of the ycylinder (i9. rlhe ends of this cylinder are closed. by lcaps l! and l2 which are adjustably held in placeby threads or other sintable means. Spaces i3 are left `on both sides of the annular flange 't6 to permit longitudinal motion ci the plunger d in the cylinder 59, and springs ,74 are inserted `in these spaces and placed under initial compression by adjusting the caps ll land'lz so that thelongitudinal motion .ci the plunger will be restrained.

This saine type of spring device may be substitutecl for the` means 2% if desired.

Between the ball socket `joint '2i and .the

coupler casting 3l provision is made for taking care Aof buil and draft by any suitable draft gear,

as shown in 5. The coup-ler casting includes a hollow cupshaped portion fit! having la tapered portion El `adapted `to receive a cup-like insert' 32 flanged at its mouth at d3 `so that the conto-ur of the outer surface of the insert corresponds.

with the contour of the inner surface of` the tapered portion d l. larged head lili is inserted in the cup-shaped member t. the enlarged head being adapted to be received by the cup-like insert 82. A metal Washer its lits around the narrow portion of the.

A plunger Srl having an encap and the sleeve. A second metal washer 94 surrounds the plunger 84 and is seated against the .inner face vof the sleeve "90 and springs 95 vare spaced between these two washers. Space is provided `betref-:n the end or the shank 38 and the washer 94, as shown in Fig. 5.

The coupling device i9 issuspended from the car body by means of a ycarrier HBO secured to .the car underirame by any `suitable means, as, for example, boltsllll, and'is received and guided in a horizontal planeby means of a saddle 99 yadapted to ride on a plank HD2 extending transversely :of the car body and. resiliently secured to vertical members m8 flanged at their lower .extremities at fills; Arms 'Lilli are vpivoted tothe ends .of the vplan-k m2 .at m5 and are adapted to be received bythe vertical members H13. A flanged collar yIM is .secured to the free endof .eacb arm IM Aand the outer diameter of the liange mi .approximates the inside diameterfof the vertical member 103. A spring 09 surrounds the `arrn 'IM and .extends between theflanges |01 and 138, and is' adapted to absorb vertical shocks received on the Acoupler casting. A resilient centering device for `the coupler may be employed in conjunction with the suspension arrangement (in a :manner well known .to the art) although in the present disclosure, the bun springs 32 serve this purpose. l

The tight coupler .shown in the `drawings and described above is essentially the same as the coupler 4manufactured `and .sold by .the Ohio Brass Co. of Mansfield, Ohio, and no further descrip- The .trucks used for the purpose of illustration differ from standard `construction in that provision `isn-made to permit limited relative motion between the truck bolster [il andthe transoms HG, `asshown in Figs. lil., ll and l2. The bolster I4 is mounted on elliptical springsv l2?) carried by a spring :plank lil, and swing hangers lZllpivotally support the spring plank (and hence the car body) from.` thel truck.v frame transoms lill. As shown in Fig. l2, the ends of the swing hangers' 22 are `provided with balls E23 which are adaptedto `be received by sockets |24 and 125 on the transoms :and spring plank, respec` tively. Theswing hangers extend downwardly from 4the transoms in vertical planes so that the plank lil remains .in a horizontal position` when moved longitudinally with respect 'to the truck frame. Clearance is provided between theswing hanger and the transoms, as shciwn` at 526, to permitthe swinghangers to v,oscillate in a direction longitudinally of the truck.

A. relatively Ylarge clearance `space l2? is allowed between thel truck `bolster lll and the transoms H9 and any suitable restraining means,` as for example, volute springs lit, are inserted `between the bolsterfand the truck transonis. Each spring is received 'bya spring seat` `[2li provided in the truck transcms HS and a guide `shaftlll is connected to the outer end of the springend pro-L jects rearwardly through a bearing collar 133. Tothe outer face of the spring is attached a cirycular chang plate I3I which engages a second chang plate 32 secured to the truck bolster i4. The shaft i313 is splined to the notched collar #33 which is threaded into the rear portion of the spring seat l-29. The purpose of' the splined shaft and collar arrangement is to provide means for adjusting the amount of friction between the coils of the volute spring E28. A lock nut 34 is threaded onto the end of the collar l33 for the purpose of locking the collar 33 in a lixed position. Facets |35 are provided at the outer end of the collar |33 to enable a wrenchy to be attached for adjusting the position of the collar.

Preferably the volute springs' are wound with a slight clearance between the larger coilsand substantially no clearance between the smaller ones, so that the relatively high frictional resistance of the spring does not come into play until after the spring has been deflected an amount corresponding to normal truck movement. This property is desirable because small vibratory motion of the transoms will not be transmitted through the springs to the bolster, but motions of greater magnitude, due to braking forces and the like, will be transmitted through the springs to the bolster.

The increased spacing between the truck bolster and th-e transom is more or less essential if longitudinal vibratory movement of the truck frame is to be effectively absorbed. The practice in the past of resiliently backing the chai-lng plates was for a different purpose, viz: the cushioning of the blow transmitted to the car body by brake application, or similar forces. The bolster cushioning arrangement of this invention permits the undesirable longitudinal truck movements to be absorbed through the ride stabilizer but transmits such forces as are created by acceleration (in case the truck is a motor truck) and by the application of the brakes direct to the car body.

Obviously any kind of shock absorbing device may be substituted for the volute springs, such as multiple coil springs, rubber, and the like, but preferably the device should have characteristics which require a rapidly increasing increment of load per equal increment of deflection after an initial deliection of an amount corresponding to normal truck movement. Adjusting nuts 99, or equivalent means, are provided throughout the stabilizerl for initially alining the component parts, setting the springs to their desired characteristics, adjusting the parts for wear, etc.-

The coupling and uncoupling of cars is acbeen made to illustrate and describe the coupling levers.

On tangent track the combination stabilizer and coupler tends to minimize relative car movement particularly because of the action of the bui means 29. In effect a train when equipped with this invention acts as an elongated resilient member, no part of which can move relative to any other ,part without transferring the force throughout the length of the member. This means that side sway and other lateral car body movement are substantially reduced.

yIn addition to resisting lateral forces which may be transmitted to the car body, as explained above, the combination stabilizer and coupler substantially prevents such forces from being transmitted to the car body. This is accomplished b-y the resilient connection between the truck frames and the coupler member. Obviously whenever a lateral force is applied to the truck frame, as, for example, when' the car wheels pass over an irregularity in the track, the force must be absorbed in some manner if it is not to be transmitted to the car body. The combination stabilizer and coupler of this invention accomplishes this function in such a way that it is practically impossible for lateral shock to be transmitted to the car bodies. The reason is that the stabilizer rigging, while it permits the car trucks to turn when the train is taking a curve, nevertheless locks itself whenever the truck frame moves laterally, and consequently transmits the lateral forces through the inclined levers lll to the T member 25. This force, which is still transverse to the truckframe, tends to rotatively move the coupling device around the ball and socket joint 2| as a fulcrum, and the rotative force `is yieldingly resisted by the bui means 29', the truck shock absorbers on the adjacent truck, and the inertia of thev entire stabilizer and coupler. As a result lateral forces are eiectively absorbed.

Longitudinal truck movement is similarly absorbed through the combination stabilizer and coupler by the locking of the stabilizer rigging upon application of external forces. The longitudinal forces must therefore successively go through the truck shock absorbers 52 and 53, the springs 'M associated with the T member 25 and the springs in the draft gear before reaching the car body, and are thus eiTectively absorbed'.4

The bolster arrangement is such that the undesirable longitudinal truck forces are not transmitted to the car body before they have an opportunity to be absorbed in the manner above described.

The springs 'M in theT member 25 permit relative longitudinal movement between the stabilizer rigging and the facing plates, and therefore resiliently resist undesirable truck movement, whether it be lengthwise or transverse of the car.

When the train is rounding a curve, as shown in Fig. 8, the stabilizer rigging changes its position, but lateral and longitudinal forces applied to the truck frame are absorbed in the same manner as when the train in on tangent track.

The same is true when the train is on a reverse curve, as shown in Fig. 9.

The pins and funnels associated with the facing plate prevent relative lateral movement.

Consequently, they serve to transmit some of the forces which travel along the ride stabilizer of one car to the stabilizer of the adjacent car.

The springs used in the stabilizer, including those constituting the buff means 29, are selected with a capacity sufficient to absorb the forces acting on them without appreciably aiecting normal train operation, or materially increasing wheel flange resistance.

Although mechanical means have been shown for absorbing the undesirable forces, it is obvious that the invention may be embodied in forms employing other means, such, for example, as hydraulic, pneumatic, or electrical means. These other adaptations will be apparent to those skilled in the art from the specific disclosure above.

Rubber may be substituted for springs wherever shown in the drawings, but preferably the rubber should be used under shear.

The fact that the stabilizer has been shown and described as associated vwith the coupler should not be construed as indicating that the two are necessarily combined. Obviously, the

coupler may be entirely separatefrom and independent of the stabilizer, but in. that case, the stabilizer should beA fulcrumed at one or more places on the car body to provide the equivalent of the ball and socket joint 2i.

In one sense, the preferred arrangement. vof this invention may be regarded as one in which the adjacent ends of the car bodiesare supported on a single truck having a long wheel base, for forces acting. on the truck frame beneath one car are transmitted through a series of resilient means to the truck frame beneath the other car.

It will be understood thatthroughout this specification and the appended claims the expression tight-lock. coupler is intended to includefall forms of tight couplings.

We claim as our invention:

`l. In combination with the adjacent endsl of two car bodies, a `car truclr` under each of the adjacent ends, a ride stabilizer connecting the car bodies and comprising a relatively large rigid body having its two ends operatively connectedto the car trucks in such a manner that all transverse shocks passing between the ride stabilizer and each truck are directed along the transverse center line., and resilient means interposed in the latter connection.

2. In combination, two adjacent car body ends,

a car truck under each end,` a combination ride stabilizer and tight-,lock coupler member connecting the two` endsY and constituting-a rigid body between the car ends, and resilient means for` connecting the ride stabilizer and coupler member to the car trucks, said means being adapted to transmit shocks between each car of the adjacent ends of which is supported on a car truck, a rigid coupler member joining the two car body ends, and means associated with the coupler member and truck for cushioning truck` movement relative toy the car bodies, said means being so positioned with respect to the truck that all transverse components of the shocks passing between the truck and said means are directed substantially along thetransverse center line of' the truck.

4. In combination, a pairof car bodies, each of the adjacent ends of which is supported on a car truck, a rigid tight-lock coupler'member joining the two car body ends, and means associated with the coupler ,member and truck for `cushioning truck movement relative to the car bodies, said means being so positioned lwith respect to the truck that all transverse components-of the shocks passing between the truck and said means are directed substantially along the transverse center line of the truck. i

5. In` combination, a pair of car bodies, each of the adjacent ends of which is supported on al car truck, a combination ride stabilizer and coupler joining the two car bodies and comprising a tight-lock coupler member` pivotally secured to each of the car bodies, lateral extensions associated with the coupler betweenthe car bodies, `and resilient means connecting the extensions to the adjacent car ends. i l i 6. In combination, a pair 4of car bodies, each of the adjacent ends of which is supported o n a car truck, a combination ride stabilizer and coupler joining the two car bodies and comprising a tightthe car bodies and constituting a. rigid body between thev carV bodies,` longitudinal extensionsas-` sociated with the `coupler-` member projecting rearwardly toward the trucks and beyond the pivotal connectionof the stabilizer to the car,

and a resilient connection. between tloelongitu-v dinal. extensions and each ofjsaid trucks, said connection being adapted to transmit shocksI be` 7. in combination, a pair` of car bodies, each` of the adjacent ends ofA which is supported cna car truck, a combination ridestabilizer and cou pier joining the two carbodies and comprising a lock coupler 4member pvotally securedA to` eachA of tight-lock coupler member pivotally secured to the longitudinal extensions and each of said trucks, said resilient connection comprising a group of levers and resilient means for connect-v ing the ends of the levers to the car truck frames whereby lateral movement ofthe frames, relative,

to the car bodies is yieldingly resisted through the resilient connection. .1

8. In combination, a pair of car bodies, each of the adjacent ends of which is supported on afcar truck, a combination ridestabilizer and coupler joining the two car bodies and comprising ja.

tight-lock coupler member pivotallyf secured .to

eacnof thecar bodies, longitudinal extensions on the coupler member projecting rearwardly` toward the trucks and beyond the pivot point, and

a resilient connection between the longitudinal extensions and each of said trucks, said resilient connection comprising a group of levers and reiv silient means for connecting the ends of the levers to the car truck frames whereby both longitul,

` dinal and lateral movement of the frames rela tive to thecar bodies is yieldingly resisted through the resilient connection. 9. In combination, a pair of car bodies, each of j the adjacent ends of which is supported on a car' truck, a combination ride stabilizer and coupler joining the two car bodies and. comprising a tight-lock coupler member pivotally' secured `to each of the car bodies, lateral `extensions on the coupler member between the car bodies, resilient means connecting the extensions to the adjacent car ends, longitudinal extensions on the coupler member projecting rearwardly toward the trucks and beyond the pivotal connection of the .stabilizer to the car, and a resilient connection between the longitudinal extensions and each'of said trucks, said resilient connection comprising a group of levers and resilient means positioned so as to direct the transverse components .sub-

stantially through the center of the truck for pler joining the two car bodies and comprising a rigid tight-lock coupler member pivotally secured to each of the car bodies, longitudinal extensions, i

resiliently changeable in length, onnthe coupler member projecting rearwardly toward the trucks and beyond the'pivotal connection of the stabilizer to the car, and a resilient connection ,between the longitudinal extensions and eachof said trucks, in such a manner that shocks passing from the trucks to the resilient connection are directed substantially along the transverse center line of the truck.

11. In combination with the abutting ends of a pair of railway cars mounted on trucks, a device of the classV described comprising in combination tight coupling means for restraining relative longitudinal motion between the car ends, lateral shock absorbers associated with the trucks and coupling means, and being so arranged that transverse shocks passing from the trucks to the lateral shock absorbers are directed along the transverse center line of the truck, and means for transmitting impacts delivered to the shock absorbers to the tight coupling means.

12. In combination with the abutting ends of a pair of railway cars mounted on trucks, car coupling means for restraining relative longitudinalw motion between the car bodies, resilient means associated with the coupler and car bodies to resist the turning of one car relative to the other, lateral shock' absorbers secured to adjacent trucks of 4the abutting cars and being so positioned that transverse shocks passing from the car truck to the shock absorbers are directed along the transverse center line of the truck, and means for-V transmitting impacts applied to the shock absorbers to the coupling means. r13. In combination with a pair of railway car bodies mounted on trucks, a tight coupling member extending between the abutting ends of the car bodies and pivotally secured thereto, lateral shock absorbers secured to adjacent car trucks and being so arranged that all transverse shocks passing between the truck and the shock absorbers are directed along the transverse center line of the truck, and means cooperating with the shock absorbers and the coupling member for transmitting blows from the former to the latter.

14. In combination with a pair of railway car bodies mounted on trucks, a tight coupling member extending between the abutting ends of the car bodies and pivotally secured thereto, lateral shock absorbers secured to adjacent car trucks, means cooperating with'the shock absorbers and the coupling member for transmitting blows from the former to the latter, said means comprising a pair of transverse members extending along the transverse center line of each truck on opposite sides ofthe truck center'bearing, and a series of levers extending from the ends of said transverse members and secured to the coupling member, said transverse members being resiliently held in position along the said truck center line.

15.` In combination with a pair ofrailway car Ibodies mounted on trucks, a tight coupling member extending along the longitudinal center line of the car bodies, lateral shock absorbers cooperating lwith the adjacent trucks of the said cars andarranged so that all transverse shocks passing between the truck and the shock absorbers are directed substantially along the transverse Center line o the truck, and means cooperating with the shock absorbers and the coupling member for transmitting blows applied to the shock 70` absorbers on one of said trucks to the shock absorbers on the other of said trucks through the tight coupling member.

16. In combination, a pair of car bodies, each of the adjacent ends of which is supported on an individual vcar truck, means associated with the frame of each car truck for `permitting relative longitudinal motion between the frame of the truck and the car body, a coupler joining the two car 'body' ends,` and means associated with the coupler and the truck for cushioning truck movement relative to the car bodies.

17. In combination, a pair of car bodies, each of the adjacent ends of which is mounted on an individual car truck, said truck being provided with'transoms anda truck bolsterY spaced for substantial relative movement longitudinally of the truck, a plurality of swing hangers for suspending the bolster from the transoms, means for supporting the swing hangers from the transoms for universal movement, a coupler joining the two car body ends, and means associated with the coupler and the truck for cushioning truck movement relative 'to the car bodies.

18. In combination, a pair of car bodies, each of the adjacent ends of which is mounted on an individual car truck, said truck being provided with transoms and a truck bolster spaced for Substantial relative movement longitudinally of the truck, resilient bui means between the transoIns and the bolster of each truck, said means being adapted to offer little resistance to limited vibratory motion between the transoms and the bolster but being adapted to resist relative movements of greater magnitude, a plurality of swing hangers for suspending the bolster from the transoms, means for supporting the swing hangers from the transoms for universal movement, a coupler joining the two car body ends, and means associated with the coupler and the truck for cushioning truck movement relative to the car bodies.

19. In a car, a car body, a car truck for supporting the car body including a truck frame, a shock absorber for cushioning lateral movement between the body and truck frame, and means for translating a part of said lateral movement to longitudinal movement before it is transmitted to the car body.

20. A device of the class described to be applied at the abutting ends of adjacent railway cars, comprising in combination a tight coupling member extending between the ends of adjacent cars and pivotally secured to each car body, said member .constituting a rigid connection extending between the carv ends and having lateral extensions, resilient buing means Vextending from the lcar bodies to the lateral extensions on the coupling member, said bufng means adapted to cooperate with the coupling member, ylateral shock absorbers secured to the car trucks, and a series of levers adapted to cooperate with the lateral shock absorbers and the coupling member to transmit blows received by the shock absorbers to the coupling member.

21. In combination with a pair of railway car bodies mounted on trucks, a tight coupling member extending between the abutting ends of the car bodies and pivotally secured thereto, lateral shock absorbers secured to adjacent car trucks, means cooperatingwith the shock absorbers and coupling member for transmitting blows from the former to the latter, said means comprising a pair of transverse members extending along the transverse center line of each truck on opposite sides of the truck center bearing and engaging its corresponding lateral shock absorber, and a series of levers extending from the ends of said transverse members and secured to the coupling member.

22. In combination, a pair of car bodies, each l of the adjacent `endsof` which is mounted on an l individual car truck, the truck being' so arranged as to provide relative vibratory motion between the truckand the car body both longitudinally y and transversely of the `car` body, means associated with the' frame of each truck and its assoy oiated bolster for cushoninglongtudinal comtzruck movement relativeto the;car bodied,l JOI-IN-LMOI-FUN. l

RQBERT C. BRoWNyJR. y i v FRANCIS W. TESTA." 

